Internal-combustion engine



May 7, 1929- L. lM. wooLsoN 1,712,465

INTERNAL COMBUSTION ENGINE v Filed June 7, 1923 E I 31 Z3 QW "lfilu Q fr f/ 1 i 48 E@ jZ LiolleLZL MOOZSOZL,

gg a@ it* Patented May 7, 1929.

uurriaoV STATES PATENT OFFICE.

lLINEL M. WOOLSON, F DETROIT, MICHIGAN, ASSGNUR, '10 JP'LCEARD MOTOR CAR UMPAINY, F DETROIT, MICHIGAN, A ClELPRATlN OF MICHIGAN.

ltNTERNAL-EOMBUSTION ENGrlLNlE.

Application filed .Tune 7, 1923.

'lhis invention relates to internal combustion engines and more particularly to fuel feeding mechanism.

An object of the invention is to effect an even distribution of fuel to the engine cylinders.

Another object of the invention is to provide lneans for more readily vaporizing liquid fuel for distribution to the engine cylinders.

l further object is to provide separate means for distributing the gaseous fuel charge and the air charge, which form the fuel mixture, to the engine cylinders Where in it is burned.

Other objects of the invention will appear from the following description taken inconnection with the drawings, which form a part of the specification, andin which:

Fig. 1 is a side elevation, partially in section, of an internal combustion engine equipped with this invention;

Fig. 2 is a vertical section through the fuel distributor, taken on the line 2-2 of Fig. 1; n

Fig. 3 is a section through the fuel distributor, taken on the line 3-3 of Fig. 2;

Fig. d is a vertical section through the upper portion of an engine cylinder, substantially on the line 4-4 of Fig. 1, and

tine of the problems in the construction and operation of internal combustion engines is to secure proper distribution. of fuel mixture to the engine cylinders, so that each of the cylinders receives its proper share thereof. In the usual mixture of hydrocarbon vapor and air, the distribution is not uncommonly so poor as to prevent proper engine operation, and thisis particularly noticeable when it is attempted to rapidly accelerate the engine under load. ln thus accelerating an engine, the throttle valve controlling the supply of mixture to the cylinders .is usually suddenly opened, and the resulting decrease in the depression on the carburetor nozzle makes it impossible to carry enough` fuel into the cylinders to supply the demand therefor. The result is that the cylinders near the carburetor take all the fuel, starving those cylinders furthest removed, and this evil is particularly pronounced in that type of engine Serial N0. 64r372.

in which the carburetor is located some distance below the intake manifold.

In the present invention means is provided whereby the fuel vapor is generated separately from and independently of the main engine air supply, the mixture. of air and vapor being formed vin the combustion chambers of the cylinders. The fuel vapor is independently distributed to the engine cylinders and the distribution is assisted by the application of heat to the vapor. rl`he depression which serves to conduct fuel vapor to the engine cylinders is thus not directly dependent upon movements of the main engine throttle valve, so that a sudden opening of this valve does not reduce the depression to a point below that necessary to insure a supply of vapor.

Referring to the drawings, at 10 is shown an internal combustion engine having a cylinder 11 in which a piston 12 is adapted to reciprocate. The cylinder 11 is provided at its upper end with the usual head casting, defining a combustion chamber 13 having an intake port 14 in which is formed a suitable seat for an intake valve 16. The intake port 14 is connected to the usual intake manifold 17, communication therebetween being governed by the intake valve 1G in the usual manner. The engine isalso provided with an exhaust manifold 18, to which are connected the usual cylinder eX- liaust ports, governed by suitable exhaust valves (not shown).

The valves 16 are operated in the ordinary Way by a cam shaft (not shown) driven in timed relation to the engine as is usual. Suitably geaiged to the engine cam shaft is a vertically disposed shaft 19, on thel upper end of which is located a fuel vapor distributor 21. Above and driven from the fuel distributor 21' is the usual ignition distributor 20. rl`he fuel distributor comprises a cylindrical casing y22 Within which a ro-V tary valve member 23, adapted to be driven from the vertical shaft 19, is mounted. The valve member 23 is bored out to form a chamber 24 and is formed on its outer surface with a circumferential channel 2G, con nected to the chamber 24 by suitable ports 28. T he channel 26 is adapted to communicate with a feed pipe 27 tapped into a vboss on the cylindrical casing 22. The valve member 23 is also provided with suitable distribution ports 29, preferably two in number, located in parallel planes one above the other, and in right angular Vrelation With respect to the valve axis. The ports 29 are adapted to communicate with suitable distribution passages 31, formed in the casing 22 and connected to pipes 32, one of which leads to each of the engine cylinders. The distribution passages 31 corresponding to the different. engine' cylinders are arranged around the casing 22 in the order of the firing of theengine cylinders, so as to be successively in communication with one or the other of the distribution ports 29.

The engine is provided with a carburetor 36 suitable for the generation of a rich fuel vapor from the liquid hydrocarbon fuel usually employed. The carburetor 36V is connected to a. conduit 37 which passes longitudinally .through a portion of the exhaust manifold 18 and is connected to the pipe 27.

In this manner the rich fuel vapor formed in the carburetor 3G is highly heated by the exhaust gases of the engine during its passage through the conduit 37 and is drawn by the engine suction through the pipe 27 into the channels 2G and through the ports 28 to the chamber 24 in the fuel vapor distributor. A suitable fuel throttle valve 38 is provided at the entrance to the conduit 37, and the intake manifold 17 is provided with a suitable air throttle valve 39, preferably connected to the fuel throttle valve 38 in any convenient manner, as by the shaft 41, so that these valves are operated in unison, by any usual manual control.

The distribution pipes 32 lead to the various engine cylinderseach of Which is provided With a suitable non-return valve '44, which may be of any desired construction. As shown, this valve comprises a plug 4G, screwed into the engine casting and communicating With the combustion4 chamber 13. The plug 46 is adapted for connection to the distribution pipe 32 in any convenient Way, as by a compression coupling, and is provided on its interior with a seat 47, adapted for cooperation with the ball valve member 48.

Theoperation of the device Will be readily understood from the foregoing description. A rich fuel vapor is generated in the earburetor 3G, and is drawn past the throttle valve 38 into the conduit 87 where it is heated by the exhaust gases, thus increasing its stability. It is then drawn .through the pipe 27 and ports 28 into the chamber 24 of the rotary valve. As the valve member 23 is rotated by the shaft 19, the distribution ports 29 alternately register with the distributing passages 81 in succession. The

rotation of the valve member 27 is so timed that as each of the passages 31 registers with one of the ports 29, the piston in the corresponding engine cylinder is just commencing its suction stroke. The cylinder depression opens the ball valve 48, allowing the fuel mixture to be drawn through the pipe 32 into the combustion chamber 13.`

Immediately after the distribution. port 29 has passed out of registry with the distributing passage '31, the air valve 16 is opened by the cam shaft, and air is drawn through the intake manifold 17 into the cylinder, .Where it mixes with the fuel vapervto form the charge of fuel mixture. At the end of the suction stroke, the valve 16 is closed, and

'asthe piston starts to move upwardly in the cylinder the ball 48 is caused to seat by the resulting pressure, thus closing the distribution pipe 32. The mixture charge is then compressed and fired in the usual manner. It is to be understood, however, the

valve 16 may be opened at any desired point in the suction stroke.

It Will be seen that by this invention is provided an apparatus which insures the equal distribution of fuel to the engine Cylinders at all times, and in which the fuel is transformed by heat into stable vapor. having more of the characteristics of a pei manent gas.

It will be understood that various forms of the invention other than those described above may be used Without departing from the spirit or scope of the invention.

`il/'hat is claimed is:

1. The combination with an internal combustion engine having intake valves communicating with cylinders, of a normally open check valve in each cylinder, distributing valve means connected, to said check valves adapted to supply a rich fuel charge to the cylinder during part of the engine intake period, and means for opening the intake valve to admit air during the remainder of said intake eriod.

2. rlhe combinatlon with an internal combustion engine having intake valves communicating with cylinders, of a. normally open check valve in each cylinder, distributing valve means connected to said' check valves, a carburetor adapted to generate a rich gaseous charge connected to said distributing valve means, means for heating the rich gaseous charge between the carburetor and the distributing valve means, and means to open the intake valve to admit air to the c vlinder during the latter portion of the engine intake period.

In testimony whereof I aflix my signature.

LIONEL M. XVOOLSON. 

